CN109421826B

CN109421826B - Vehicle body structure of vehicle

Info

Publication number: CN109421826B
Application number: CN201810942017.7A
Authority: CN
Inventors: 吉田智也; 野中隆治; 长友博之
Original assignee: Mazda Motor Corp
Current assignee: Mazda Motor Corp
Priority date: 2017-08-24
Filing date: 2018-08-17
Publication date: 2021-05-14
Anticipated expiration: 2038-08-17
Also published as: JP6489177B2; CN109421826A; US20190061833A1; US10518818B2; JP2019038364A; DE102018120349A1

Abstract

The invention discloses a vehicle body structure of a vehicle. It includes an engaging portion (20), the engaging portion (20) being engaged so as to extend in a state where one vehicle body constituent member is stacked on another vehicle body constituent member. The joint part (20) has a plurality of spot joint parts (21) and an adhesive part (22). The adhesive has a storage modulus in the range of 100MPa to 800MPa and a loss factor of 0.2 or more under the conditions that the temperature is 20 ℃ and the frequency of an exciting force is 60 Hz. It is therefore possible to provide a vehicle body structure of a vehicle capable of achieving both high rigidity and high damping performance.

Description

Vehicle body structure of vehicle

Technical Field

The disclosed technology relates to a vehicle body structure of a vehicle.

Background

Patent document 1 relates to the technology disclosed herein, and discloses a viscoelastic member having a storage modulus of 500MPa or less and a loss factor of 0.2 or more under the conditions of a temperature of 20 ℃ and a frequency of an exciting force of 30 Hz.

Patent document 1 discloses a front window member, a cowl panel for supporting the front window member, and a reinforcement (including a plurality of elongated plate-shaped reinforcing portions) for reinforcing the cowl panel. In order to reduce the vibration of the front window member, the joint portion between the front window member and the cowl panel, the joint portion where the reinforcing portion is overlapped, and the like are bonded to each other by the viscoelastic member.

Patent document 1: japanese laid-open patent publication No. 2014-151657

Disclosure of Invention

Technical problems to be solved by the invention

The weld-bonding using the adhesive at the same time as the spot welding can improve the rigidity of the vehicle body. Therefore, the welding and bonding is widely used for bonding vehicle body components such as panels and beams constituting a vehicle body.

In order to improve the rigidity of the vehicle body, an adhesive having a high storage modulus is generally used for the above-described weld-bond joint. Specifically, the adhesive for solder bonding has a high storage modulus of at least 1500MPa and a standard range of 2000MPa to 3000 MPa. The loss factor of the adhesive is low, approximately 0.05.

Generally, the adhesive has a high storage modulus, high rigidity, and a low loss factor. Therefore, when a conventional adhesive having a high storage modulus is used, the obtained damping property is not high with respect to the vibration of the vehicle body. If the loss factor of the adhesive is increased, higher attenuation can be obtained, but the storage modulus is decreased, resulting in a decrease in rigidity. Therefore, it is difficult to achieve both high rigidity and high damping performance in the vehicle body structure of the vehicle subjected to the weld-bonding.

Accordingly, the disclosed technology aims to: provided is a vehicle body structure of a vehicle, which can achieve both high rigidity and high damping performance.

Technical solutions for solving technical problems

The technology disclosed herein relates to a vehicle body structure of a vehicle. Which includes an engaging portion engaged to extend in a state where one vehicle body constituent member is stacked on another vehicle body constituent member.

The joint portion has an adhesive portion and a plurality of point joint portions. The adhesive portion is configured by adhering an adhesive between the one body component and the other body component to the one body component and the other body component; the plurality of point joint portions are configured by partially joining the one body constituent member and the other body constituent member to each other, and the plurality of point joint portions are arranged in an extending direction of the joint portions with a space kept therebetween.

The adhesive has a storage modulus in the range of 100MPa to 800MPa and a loss factor of 0.2 or more under the conditions that the temperature is 20 ℃ and the frequency of an exciting force is 60 Hz.

According to this vehicle body structure, it is difficult in the related art to simultaneously realize high rigidity and high damping performance of the weld-bonded structure by using an adhesive having the above-described characteristics in the weld-bonded structure including the joint portion joined by the weld-bonding, in which the adhesive having the specific physical properties is used. Note that the partial joining structure (spot-joined portion) in the solder-bonding is a concept including a joining structure similar to the spot welding, not limited to the spot welding.

That is, the present inventors studied how to improve the attenuation of the solder joint structure, and found that: there are general unexpected properties in the relationship between the storage modulus of the adhesive used in the solder bond and the rigidity of the solder bond.

Up to now it has been thought that the higher the storage modulus, the higher the rigidity of the solder joint. However, it is clear here that if the storage modulus exceeds 100MPa, the rate of increase in the rigidity of the solder-bonded joint is drastically reduced, and even if there is a large change in the storage modulus, the rigidity only stays at a level not much different.

Moreover, it is also clear that the characteristics have the same tendency and are widespread both in the case where the weld joint is applied to a model system having a simple structure and in the case where the weld joint is applied to a complicated vehicle body structure.

Therefore, based on this general characteristic, when an adhesive having the above-described specific physical properties is used for the solder bonding, the loss factor can be greatly increased while securing rigidity comparable to that of the conventional technique. Thereby improving ride comfort and reducing noise.

The adhesive may have a storage modulus in a range of more than 500MPa and 600MPa or less and a loss factor of 0.3 or more under the conditions that the temperature is 20 ℃ and the frequency of the exciting force is 60 Hz.

When an adhesive having such properties is used for solder bonding, the loss factor can be greatly increased while securing the same rigidity as that of an adhesive having a storage modulus exceeding 1500MPa which has been used in the prior art. As a result, higher high rigidity and high damping performance can be achieved at the same time.

It is also possible that the adhesive portion is provided continuously in the extending direction of the engaging portion.

Thus, even in the joint portion having a narrow width, the adhesive force can be uniformly applied to a wide range of the joint portion. As a result, even when an external force is locally applied to the joint portion, the external force can be smoothly dispersed over the entire area of the joint portion. The rigidity of the vehicle body can be improved.

It is also possible that the pitch between the spot-joined portions is set in the range of 10mm to 100 mm.

If the distance between the spot-joining portions is too narrow, the influence of the joining on the rigidity is large, hindering the vibration damping effect of the adhesion portion; if the pitch between the spot-joined portions is too wide, the influence of the joining on the rigidity is small, the load on the adhesion portion increases, and the rigidity of the entire joined portion may be lowered.

In contrast, by setting the pitch between the spot-joined portions within the above range, the adhesive portion having rigidity and attenuation and the spot-joined portion having excellent rigidity are in a state of being appropriately complemented, and high rigidity and high attenuation of the vehicle body can be stably achieved at the same time.

It is also possible that the engaging portion comprises a pair of opposed engaging portions arranged to be opposed at a prescribed spacing, there being a closed cross-sectional configuration between the pair of opposed engaging portions. In this case, it may be such that the adhesion portion is provided along an edge portion of the opposing joint portion facing the inside of the closed cross-sectional structure.

Thus, even when an external force such as a torsion force is applied to the closed cross-sectional structure, the opposing joint portion is opened, and the continuation of the deformation can be suppressed. As a result, the rigidity can be improved also from the structural point of view.

It is also possible that the joint portion includes a lap joint portion configured by overlapping end portions of the vehicle body constituent members with each other. In this case, the adhesive portion may be provided along an edge of the lap joint portion.

In this case, as in the case of the closed cross-sectional structure, the rigidity can be improved from the structure.

In the joint portion, at least one of the one vehicle body constituent member and the other vehicle body constituent member constituting the joint portion may have a thickness smaller than 2 mm. In this way, the joint portion of the vehicle body constituent member having a thickness smaller than 2mm is appropriately subjected to flexural deformation in accordance with the rigidity of the adhesive. Thus, a load such as shearing is applied to the adhesive provided at the joint portion, and the adhesive is deformed. As a result, the comfort of the vehicle can be improved while ensuring the vehicle body strength.

It is also possible that the joint portion is used for joining vehicle body constituent members that constitute the vehicle cab.

Effects of the invention

According to the disclosed vehicle body structure, high rigidity and high damping performance can be achieved at the same time without causing structural complexity. As a result, the riding comfort can be easily improved while ensuring the necessary vehicle body strength, and the noise can be reduced, thereby improving the comfort of the vehicle.

Drawings

Fig. 1(a) is a schematic view of a vehicle body viewed from the left side.

Fig. 1(b) is a schematic view of a vehicle body lower portion seen from below.

Fig. 2 is a diagram showing the joint.

Fig. 3 is a diagram showing other joint portions.

Fig. 4 is a graph showing a relationship between the storage modulus of the adhesive used for the solder joint and the rigidity of the solder joint.

Fig. 5(a) and 5(b) are schematic views of a longitudinal section of the cross beam, fig. 5(a) showing a state before applying a torsion force, and fig. 5(b) showing a state after applying a torsion force.

Fig. 6(a) and 6(b) are comparative examples of fig. 5(a) and 5(b), respectively, fig. 6(a) showing a state before applying a torsion force, and fig. 6(b) showing a state after applying a torsion force.

Fig. 7(a) and 7(b) are schematic views of longitudinal sections of the joint portion of the panel and the face plate, fig. 7(a) showing a state before applying a torsion force, and fig. 7(b) showing a state after applying a torsion force.

Fig. 8(a) and 8(b) are comparative examples of fig. 7(a) and 7(b), respectively, fig. 8(a) showing a state before applying a torsion force, and fig. 8(b) showing a state after applying a torsion force.

Fig. 9(a) is a schematic view showing a modification of the adhesive portion (opposing joint portion).

Fig. 9(b) is a schematic view showing a modification of the adhesive portion (lap joint portion).

-description of symbols-

1-a vehicle body; 2-a cab; 3-a body threshold; 4-a channel reinforcement; 5-a cross beam; 6-floor board; 20-a joint; 20 a-lap joint; 20 b-opposing engagement; 21-point joint; 22-an adhesive joint; 51-a beam member; 51 c-flange portion.

Detailed Description

Embodiments of the present invention will be described in detail below with reference to the drawings. However, the following description is merely exemplary of the present invention and is not intended to limit the present invention, its application, or uses.

< vehicle body Structure >

Fig. 1(a) and 1(b) show a vehicle body 1 of an automobile (vehicle) to which the technology disclosed herein is applied. Fig. 1(a) is a view of the vehicle body 1 viewed from the left side. Fig. 1(b) is a view of the vehicle body 1 viewed from below.

The front portion of the vehicle body 1 mainly constitutes an engine room, and the rear portion of the vehicle body 1 mainly constitutes a trunk. The cabin 2 for accommodating a passenger is formed by a middle portion in the front-rear direction of the vehicle body 1. Vehicle sills (sills) 3, 3 extending in parallel with the front-rear direction are provided on the lower portion and both sides of the middle portion of the vehicle body 1. A tunnel reinforcement (tunnel reinforcement)4 is provided at a central portion between the

vehicle sills

3 and 3 in the vehicle width direction, and extends in the front-rear direction.

A plurality of cross members 5 extending in the vehicle width direction are joined to the left and

right side sills

3, 3 in a state of crossing the tunnel reinforcement 4. A floor 6 is provided in a middle portion of a lower portion of the vehicle body 1, and a floor of the cab 2 is covered with the floor 6. The floor 6, the

vehicle sills

3 and 4, and the cross member 5 are joined to each other to constitute a vehicle body structure that supports the lower portion of the cab 2.

The front end portion of the floor panel 6 is joined to a front panel member 10 located on the front side of the cab 2. The rear end portion of the floor panel 6 is joined to a rear panel member 11 located on the rear side of the cab 2.

Since the joint of the floor panel 6 and the front panel member 10 and the joint of the floor panel 6 and the rear panel member 11 are required to have high rigidity, a welding-adhesion joint using an adhesive in addition to spot welding is employed.

Fig. 2 shows the joint 20 of the floor panel 6 and the front panel member 10 joined together by a weld-adhesive joint. The front end portion of the floor panel 6 extending in the vehicle width direction and the rear end portion of the front panel member 10 extending in the vehicle width direction are overlapped in the vertical direction and in a state of being stacked by a predetermined width. The joint portion 20 (lap joint portion 20a) is formed by joining portions that are overlapped with each other in a small width and extend in the vehicle width direction.

Spot-joined portions 21 (an example of a so-called spot-welded portion, i.e., a "spot-joined portion") are formed at a plurality of positions where the lap-joined portions 20a are held at predetermined pitches in the extending direction thereof, and the spot-joined portions 21 are obtained by spot-welding the floor panel 6 and the front panel member 10 to each other. The adhesive is located between the joint surface of the front end of the floor panel 6 and the joint surface of the rear end of the front panel member 10 constituting the lap joint portion 20a, and the joint surfaces of the floor panel 6 and the front panel member 10 are bonded together with the adhesive, that is, the bonded portion 22 is formed.

The structure of the joint portion 20 between the floor panel 6 and the rear panel member 11 is the same as that described above, and therefore, the description thereof is omitted.

The cross member 5 is also required to have high rigidity. Therefore, the beam 5 is also joined by the solder bonding. As shown in fig. 3, the cross member 5 is formed by joining a beam member 51 having a hat-shaped cross section to the floor panel 6. The beam member 51 has a main plate portion 51a, a pair of side wall portions 51b, and a pair of

flange portions

51c, 51 c. Wherein the main plate 51a is in the shape of a long plate; the pair of

side wall portions

51b, 51b are connected to both side edges of the main wall portion 51a along the entire length of the main wall portion 51a in a state of being opposed to each other; the pair of

flange portions

51c, 51c project from the side edges of each side wall portion 51b in opposite directions to each other along the entire length of the side wall portion 51 b.

The

flange portions

51c, 51c are joined to the floor panel 6 (the opposing joint portion 20b) by welding and bonding, respectively. Thus, a closed cross-sectional structure is formed between the opposing joint portions 20b extending in parallel with a space therebetween, and the rigidity of the vehicle body 1 is structurally improved by the closed cross-sectional structure.

As with the lap joint portion 20a, spot joint portions 21 are formed at a plurality of positions of each of the opposing joint portions 20b, which are spaced apart by a predetermined distance in the extending direction thereof, the spot joint portions 21 being obtained by spot welding the flange portion 51c and the floor panel 6 to each other. The adhesive is interposed between the joint surface of the flange portion 51c constituting the opposing joint portion 20b and the joint surface of the floor panel 6, and the joint surfaces of the flange portion 51c and the floor panel 6 are bonded together with the adhesive, that is, the bonded portion 22 is formed.

The connecting portion between the rocker 3 and the floor panel 6, and the connecting portion between the tunnel reinforcement 4 and the floor panel 6 are also joined together by welding and bonding, as in the above-described members.

< bonding section >

From the viewpoint of the necessity of securing the strength of the vehicle body, the joint portion 20 using the weld-bonding, such as the lap joint portion 20a and the opposing joint portion 20b, is required to have high rigidity. Therefore, in general, bonding is also performed using an adhesive having a storage modulus of more than 1500MPa, that is, a physical property of high rigidity. However, if the rigidity is high, it is generally easy to transmit vibration. Thus, when the automobile is running, for example, ride comfort is reduced, or abnormal noise is generated, which is disadvantageous in improving comfort.

Therefore, not only a high rigidity of the vehicle body 1, but also a high rigidity of a vehicle body portion constituting the cab 2 for accommodating a passenger is required, and also damping of vibration (for example, vibration of 50 to 60 Hz) which is likely to give uncomfortable feeling to the passenger is required. However, since the loss factor of the adhesive having a storage modulus of more than 1500MPa is approximately 0.05, the required damping effect against the vibration of the vehicle body 1 is not obtained.

In contrast, the present inventors studied how to improve the attenuation of the structure after the solder bonding, and as a result, they found: there are general unexpected properties in the relationship between the storage modulus of the adhesive used in the solder bond and the rigidity of the solder bond.

Fig. 4 is a graph showing a relationship between the storage modulus of the adhesive used for the solder joint and the rigidity of the solder joint. The relationship is obtained by analysis using Computer Aided Engineering (CAE).

In fig. 4, the horizontal axis represents the storage modulus, and the vertical axis represents the intrinsic distortion value. The inherent distortion value can be used as a stiffness index. That is, it can be evaluated as follows: the greater the intrinsic distortion value, the higher the stiffness.

Each curve shown in fig. 4 represents the relationship between the storage modulus of the adhesive for the weld joint and the vehicle body rigidity in the vehicle body including the joint portion 20 joined by the weld joint. Specifically, the curve G1 shows the relationship between the storage modulus of the adhesive and the vehicle body rigidity when a predetermined vehicle body is used and the amount of adhesive in each joint portion 20 is small; the curve G2 shows the relationship between the storage modulus of the adhesive and the vehicle body rigidity when the amount of the adhesive is large in each joint 20, as in the curve G1; the curve G3 shows the relationship between the storage modulus of the adhesive and the vehicle body rigidity when the vehicle body itself differs from the curves G1 and G2 and the number and arrangement of the joints 20 differ.

Up to now it has been thought that the higher the storage modulus, the higher the rigidity of the solder joint. However, as shown in fig. 4, it was found that the rate of increase in the rigidity of the vehicle body sharply decreases from a point where the storage modulus exceeds 100MPa, and the increase in the rigidity reaches a saturated state, in which the rigidity is maintained at a slightly increased level even if the storage modulus is increased significantly.

As shown in the curves G1 to G3, the same tendency is observed even when the vehicle body structure and the amount of the adhesive are different, and it is clear that the characteristics are general. In addition, not only the vehicle body having a complicated structure but also the simple model of the cross member alone have the same relationship as described above, and the illustration thereof is omitted.

Thus, it is clear that: the relationship between the storage modulus of the adhesive used for the solder joint and the rigidity of the solder joint is not affected by the configuration of the object of the solder joint, and this characteristic is universal.

In view of these properties, when the storage modulus of the adhesive is lowered from about 2000MPa to 100MPa, the amount of reduction in rigidity is about 20%. That is, the storage modulus can be greatly reduced while suppressing a decrease in rigidity. When the storage modulus is higher than 500MPa, there is almost no difference in rigidity, and the storage modulus can be greatly reduced while securing the conventional rigidity.

If the storage modulus is lowered, the loss factor can be increased. For example, if the storage modulus is 500MPa, the loss factor can be set to 0.4 or more. Therefore, high attenuation can be achieved.

Based on the above findings, an adhesive having specific physical properties is used for the joint portion 20 of the vehicle body 1. Specifically, the adhesive used has a characteristic that the storage modulus is in the range of 100MPa to 800MPa and the loss factor is 0.2 or more under the conditions that the temperature is 20 ℃ and the frequency of the exciting force is 60 Hz.

Here, 20 ℃ is a temperature corresponding to normal temperature, and the temperature can be used to determine physical properties of the adhesive and also can represent a standard temperature condition. The excitation force having a frequency of 60Hz corresponds to vibration which is likely to give uncomfortable feeling to passengers, and the comfort of the automobile (noise, vibration, and harshness of sound and vibration: NVH) can be improved by realizing high attenuation under such conditions.

By performing the weld-bonding using an adhesive having such characteristics that the storage modulus is in the range of 100MPa to 800MPa and the loss factor is 0.2 or more under the above-described conditions, it is possible to achieve both high rigidity and high damping property of the vehicle body 1 by utilizing the above-described characteristics. Therefore, the riding comfort can be improved and the noise can be reduced while ensuring the strength of the vehicle body.

Based on the characteristics shown in FIG. 4, the storage modulus is preferably in the range of 300MPa to 700MPa, more preferably in the range of 450MPa to 600MPa, and still more preferably in the range of more than 500MPa and 600MPa or less.

The loss factor is preferably 0.2 or more, more preferably 0.3 or more, and still more preferably 0.4 or more. The greater the loss factor, the higher the vibration damping effect, and the more comfortable the ride comfort can be improved.

In general, the width of the joint portion 20 is narrow and elongated. Therefore, in order to stably achieve both high rigidity and high damping performance, it is preferable to make the joining state uniform over the entire region of the joining portion 20.

Therefore, in the joining portion 20 such as the lap joining portion 20a and the opposing joining portion 20b, the adhesion portion 22 is continuously provided in the extending direction of the joining portion 20. That is, the adhesive portion 22 is not provided only in a part of the extending direction of the joining portion 20, such as a part of the region between the adjacent spot joining portions 21, a part around the spot joining portion 21, or the like, but the adhesive portion 22 is provided in a state of being substantially uninterrupted, i.e., continuous, along the extending direction of the joining portion 20.

In this way, even if only a narrow region is bonded, the bonding force can be uniformly applied to a wide range of the bonding portion 20. As a result, even when an external force is locally applied to the joint portion 20, the external force can be smoothly dispersed over the entire area of the joint portion 20, and the rigidity of the vehicle body 1 can be improved.

In order to stably achieve both high rigidity and high damping performance of the vehicle body 1, as shown in fig. 2 and 3, the pitch P of the spot-joined portions 21 is preferably set within a range of 10mm to 100mm, more preferably within a range of 15mm to 70mm, and still more preferably within a range of 25mm to 50 mm.

If the pitch P of the spot-joining portions 21 is too narrow, the influence of the joining on the rigidity is large, hindering the vibration damping effect of the adhesive portion 22; if the pitch P of the spot-welded portions 21 is too wide, the influence of the welding on the rigidity is small, the load on the adhesive portions 22 increases, and the rigidity of the entire welded portion 20 may be lowered.

On the other hand, by setting the pitch P of the spot-joining portions 21 within the above range, the adhesive portions 22 having rigidity and damping properties and the spot-joining portions 21 having excellent rigidity are in a state of being appropriately complemented with each other, and high rigidity and high damping properties of the vehicle body 1 can be stably achieved at the same time.

(side effects)

By using the adhesive having the specific physical properties for the welding and bonding, the rigidity of the vehicle body 1 can be structurally improved.

Fig. 5(a) schematically shows a longitudinal section of the cross beam 5. Fig. 6(a) shows a cross member 5' joined only by spot welding as a comparative example. A torsion is applied to the cross beams 5, 5'.

In the above case, as shown in fig. 6(b), in the cross beam 5' joined only by spot welding, the joining force does not act on the edge portion of the joined portion facing the inside of the closed cross-sectional structure. Therefore, as shown by an arrow X in fig. 6(b), a splaying phenomenon occurs due to a twisting action, and the beam 5' is deformed.

In contrast, as shown in fig. 5(b), in the cross beam 5, the opening of the edge portion of the opposing joint portion 20b facing the inside of the closed cross-sectional structure can be suppressed by the action of the joining force of the adhesion portion 22 provided continuously in the extending direction of the opposing joint portion 20b, and the cross beam 5 can be prevented from being largely deformed. Therefore, the cross member 5 has higher torsional rigidity than the comparative example.

Since the adhesive used for the opposite joint portion 20b of the cross member 5 has a low storage modulus and a high loss factor as compared with the conventional adhesive, the allowable deformation range in which the deformation of the joint portion 20 is allowed can be made wider than that of the conventional art, and the effect of the joining force can be more effectively exerted (the torsional rigidity of the test piece is improved by 30% or more as compared with the comparative example).

The same applies to the joint portion 20 (lap joint portion 20a) of the floor panel 6, the front panel member 10, and the like having an open cross-sectional structure. Fig. 7(a) schematically shows a longitudinal section of the lap joint portion 20 a. Fig. 8(a) shows, as a comparative example, a lap joint portion 20 a' joined only by spot welding. A torsion force is applied to the

lap joints

20a and 20 a' and their vicinities.

In the above case, as shown in fig. 8(b), in the lap joint portion 20a 'joined only by spot welding, the joining force does not act on both edge portions of the lap joint portion 20 a'. Therefore, as shown by an arrow X in fig. 8(b), a splay phenomenon occurs due to a twisting action, and the lap joint portion 20 a' and its vicinity are deformed.

In contrast, as shown in fig. 7(b), in the lap joint portion 20a of the floor panel 6, the front panel member 10, and the like, the opening of both edge portions of the lap joint portion 20a can be suppressed by the engaging force of the adhesive portion 22 continuously provided in the extending direction of the lap joint portion 20a, and the lap joint portion 20a and the vicinity thereof can be prevented from being largely deformed.

In order to suppress the opening phenomenon and prevent the deformation of the joint portion 20 and its vicinity, when the closed cross-sectional structure is present, it is preferable to provide the adhesion portion 22 at least along the edge portion facing the inside of the closed cross-sectional structure of the opposite joint portion 20 b; in the case where the open cross-sectional configuration exists, the adhesion portion 22 is preferably provided at least along the edge of the lap joint portion 20 a.

Specifically, as shown in fig. 9(a) and 9(b), even if the adhesion portion 22 is not provided in a wide range of the joint portion 20, the adhesion portion 22 may be provided only along an edge portion facing the inside of the closed cross-sectional structure of the joint portion 20b, or the adhesion portion 22 may be provided only along an edge portion of the lap joint portion 20 a. In this case, the spreading phenomenon can be effectively suppressed by reducing the amount of the adhesive used.

In this case, it is more preferable that a part of the adhesive portion 22 is protruded from the edge of the opposite joint portion 20b and the lap joint portion 20 a. In this way, even if the amount of application and the application position are somewhat different when the adhesive is applied to the joint portion 20, the adhesive portion 22 can be stably provided along the edge of the opposing joint portion 20b and the lap joint portion 20a, and therefore, the occurrence of the splay phenomenon can be suppressed with higher accuracy. This structure is effective even when the adhesive portion 22 is provided over substantially the entire area of the joint portion 20.

The joint portion 20 is particularly effective for joining vehicle body components having a small thickness.

Specifically, the thickness of at least one of the two vehicle body constituent members constituting the joint portion 20 is effective in the case of less than 2 mm. If the thickness of both of the vehicle body constituent members constituting the joint portion 20 is 2.0mm or more, the rigidity of the vehicle body constituent members becomes excessive with respect to the rigidity of the adhesive when an external force such as a torsion force is applied to the joint portion 20. As a result, the vehicle body component is less likely to be deformed due to the rigidity of the adhesive, and the effect of improving the damping performance cannot be obtained.

In contrast, when at least one of the two vehicle body components constituting the joint portion 20 is thinner than 2mm, at least the vehicle body component thinner than 2mm of the vehicle body components is appropriately subjected to flexural deformation in accordance with the rigidity of the adhesive. Accordingly, a load such as shearing is applied to the adhesive provided at the joint portion 20, and the above-described effect of improving the damping property can be obtained. The thinner the thickness of the vehicle body constituent member is, the greater the improvement rate of the damping performance can be expected to be, and this is also advantageous from the viewpoint of reducing the cost of the member and reducing the weight of the vehicle body.

The disclosed technology is not limited to the above embodiments, and includes various other configurations. For example, the adhesive portion 22 is not necessarily provided along the edge of the joining portion 20. From the viewpoint of ensuring the appearance, when the sticking portion 22 is not desired to be protruded from the edge of the joining portion 20, the sticking portion 22 can be positioned at the inner side of the joining edge.

The joint portion 20 is not limited to the joint portion between the cross member 5 and the floor panel 6, and may be provided in any portion where the joint portion can be welded. The spot joint is not limited to spot welding. Any point-like bonding structure may be used. For example, a mechanical joining structure such as fastening of a bolt and a nut, riveting (clinching), riveting, even joining by a Self Piercing Riveter (SPR), or the like may be used.

Claims

1. A vehicle body structure of a vehicle, comprising a joining portion joined to extend in a state where one body constituent member is stacked on another body constituent member, characterized in that:

the joint portion has an adhesive portion and a plurality of point joint portions,

the adhesive portion is formed by adhering an adhesive between the one body component and the other body component to the one body component and the other body component,

the plurality of point joint portions are configured by partially joining the one body constituent member and the other body constituent member to each other, the plurality of point joint portions are arranged with a space therebetween in an extending direction of the joint portions,

the adhesive has a storage modulus of more than 500MPa and 600MPa or less and a loss factor of 0.3 or more under the conditions that the temperature is 20 ℃ and the frequency of an exciting force is 60 Hz.

2. The vehicle body structure of claim 1, characterized in that:

the adhesive portion is continuously provided in an extending direction of the engaging portion.

3. The vehicle body structure of claim 2, characterized in that:

the pitch between the spot-joining portions is set in the range of 10mm to 100 mm.

4. The vehicle body structure of claim 1, characterized in that:

the engaging portion includes a pair of opposing engaging portions disposed opposite each other at a prescribed interval with a closed cross-sectional configuration therebetween.

5. The vehicle body structure of claim 4, characterized in that:

the adhesive portion is provided along an edge of the opposing joint portion facing an inside of the closed-section configuration.

6. The vehicle body structure of claim 1, characterized in that:

the joint portion includes a lap joint portion configured by overlapping end portions of the one body constituent member and the other body constituent member with each other.

7. The vehicle body structure of claim 6, characterized in that:

the adhesive portion is provided along an edge portion of the lap joint portion.

8. The vehicle body structure of claim 5, characterized in that:

at least one of the one vehicle body constituent member and the other vehicle body constituent member constituting the joint portion has a thickness smaller than 2 mm.

9. The vehicle body structure of claim 7, characterized in that:

10. The vehicle body structure of claim 1, characterized in that:

the joint portion is used for joining vehicle body constituent members that constitute a cab of the vehicle.